JRP3 wrote:Exactly. I'd hope an improved battery would avoid having to keep such a large buffer in reserve, but if not it could be a reasonable solution, as long as it does not drive the vehicle price higher.TonyWilliams wrote:JRP3 wrote:Regarding future LEAF's, if pack degradation cannot be improved with a better battery then the solution might be to install a larger pack with a larger buffer. Software would then allow a larger percentage of the pack to be used as capacity drops, keeping useable mileage the same, or at least less severe. Or switch to a more durable chemistry.
You mean like Volt already does?!?!?!
While the volt does keep a larger reserve buffer, the 2013s are actually using a bit more of that reserve (at least as a percentage) because GMs experience and data suggests they can. Leaving unused battery will always impact the price, but better a slightly higher price and meeting/exceeding customer expectations than a lower price and unhappy customers. People getting >50miles per chage, which is my average since April, are very happy. People getting below EPA would be angry. I exceeded EPA even in the dead of CO winters.
Also remember the volt needs to be a bit more conservative as many drivers take it to minimum SOC every day, so they are getting a full swing every day which is more agressive in terms of the Depth-of-discharge, than many leaf drivers that don't go below LBW, and few get to VLBW. . As battery degradation tends to accelerate with DOD and age (weaker batteries have more internal resistance and use more DOD to get the same range, which degrades them faster, which needs more charge.. ) and because GM warranty covers capacity loss, they needed to be conservative. GM could have met their orginal goal of 40miles, but opening up that window, but it could just as easily have gone badly. Luckily for you, press on the Leaf battery issues is being way more forgiving than it was on say on the Volt battery non-issue.